No letter in the file or meeting over the big green table.
99% of ASAPs are written by pilots after a flight and before anyone from management or your company's FAA POI know about it. Write the ASAP and read the ASAP panels comments a couple of months later.
When you have an incident and the whole world sees it, then the ASAP becomes the tool to minimize the consequences to a letter and/or retraining.
In my case, I was on a 2 Captain, 1 FO crew doing an overnight turn to Pago Pago. Take off at 3 pm from HNL and land back in HNL at 5 am. I was the relief pilot. All 3 are supposed to be in the cockpit bellow 10K for takeoff and landing according to our FOM. I was sleeping in 1st class during the descent into HNL and the Captain told the FA not to wake me up. The touchdown woke me up. Unfortunately the touchdown was on a runway that had the last 3000 feet or so closed an hour before..... The hard braking as the flying pilots tried to stop before going through the orange cones woke me up. There were lots of contributing factors - no NOTAM published, being cleared by approach to a runway too short for airline aircraft, ATIS in a non-standard order and misleading verbiage, the orange cones not having their lights turned on (it was dark), the first indication the crew had (because they misread the ATIS) was at 400 AGL with "cleared to land 04R shortened, and a few more I can't remember.
My letter said I did not follow FOM procedures in that I was not in the cockpit for landing but did admit there were contributing factors (i.e. not being woken up as I asked the FAs to do at top of descent). The line check was a formality so the company could say they did something. I actually took place about 4 months and 2o flights later conveniently at the time I needed my annual line check.
The Captain and FO got letters and line checks too. The approach and tower controllers were disciplined and retrained, and the airport administration got a hit from the FAA.
